Transmission

At movement of an automobile the crankshaft of the engine develops up to 5800 rev/min, and driving wheels thus rotate with speed no more than 1300 rev/min. Hence, even under favorable road conditions a wheel of the automobile rotates a crankshaft in four times more slowly.

Coupling allows disconnecting for a short time power transfer from the engine, providing smooth inclusion of transmission at the automobile going from a place or at switching transfers.

The box of transfers serves for reception of various traction efforts on driving wheels by change of the twisting moment transmitted from the engine to crank to a shaft, and also for change of a direction of driving wheels rotation at movement back and for switching-off of the engine transmission for a long time.

Cranked transfer allows transferring of twisting moment from a target shaft of a box of transfers to the rear axle at a varied corner between axes of a shaft of a box of transfers and conducting shaft of the main transfer.

The main transfer serves to transfer twisting moment under a corner of 90 degrees from crankshaft to floor axis, and also for reduction of number of the driving wheels revolutions of in relation to number of the crankshaft revolutions.

The differential provides an opportunity of rotation of the right and left driving wheels with different speeds on turns and rough road.

Two floor axis, connected with differential through differential side gears, transfer twisting moment from differential to the right and left driving wheels.

Active Vocabulary

crankshaft - коленвал	power transfer - силовая передача
twisting moment - крутящий момент	coupling - сцепление
the box of transfers - коробка передач	cranked transfer - карданная передача
main transfer - главная передача	differential - дифференциал
differential side gear – полуосевые шестерни

Text 5 reassembly

Make sure all components are spotlessly clean. Make sure the top cover is assembled, complete. Reassemble it in a reverse sequence to its disassembly. Reassemble the two synchronic hubs. For the 1st / 2nd unit fit the recessed inner of the hub facing towards the 2nd speed sliding gear. Fit the two springs correctly. If original parts are fitted match up the two marks. Fit the two springs, positioning each one correctly with the three keys in their recesses. Fit the sliding gear with the groove facing the inner part of the hub with the biggest offset. Put the gear casing on its end; bell-housing end down. Fit the secondary / pinion shelf gear cluster into the casing. Now fit to 4th gear and ring its split needle roller cage. Hold the cage halves in light grease. Fit the gear sleeve thrust washer and 4th speed gear. Screw in the bearing adjusting ring nut. Turn the gearbox onto its lower side. Insert the 1st / 2nd and 3rd / 4th selector forks. Insert the reverse gear and its shaft. Punch its roll pins but not too far. Put in the primary shaft, pushing the reverse gear up and down its shaft to allow it to fit. Punch the reverse gear shaft roll pins home. Refit the rear end plate of the primary shaft and lock it. Insert the pinion shaft gently through the gear cluster. Once inserted tap the taper-roller bearing fitted onto the shaft at the other end, select two speeds and lock the gearbox. Refit the speedometer skew gear. Tighten fully. Select neutral. The secondary shaft must now revolve easily and without play. If not something has gone wrong. To rectify, unlock the secondary shaft adjusting ring nut and loosen or tighten appropriately. Then relock. If new bearings have been fitted, a preload on the secondary shaft of 1 to 3.05. lbs will indicate correct fitment. Use a spring balance round the 3rd / 4th groove. Now refit the selector shafts in the exact reverse order:

- 1st / 2nd selector shaft and roll pin;

- 3rd / 4th selector shaft and roll pin;

- locking disc between the selector shafts.

Drop the three locking balls above the selector shafts through the edge of the casing. Follow here with the springs and the 1st / 2nd spring plunger. Use a new gasket and refit the top cover. Move the end of the selector lever (longest finger) in the top cover towards its nearest corner and, having used some gasket cement on both the casing and the cover, place the gasket on the casing and tighten the top cover. If it does not go on easily take it oft and slide the reverse gear along so that it rests on the 4th gear on the primary shafts. Make sure the gearbox is neutral. Try again; the selector lever should side into its correct notch.